Ship sections adapted for disassembly and re-assembly at sea

ABSTRACT

Streamlining and powered sections for improving the mobility and strength of certain special purpose ships, and adapted for disassembly at sea and re-assembly into a powered auxiliary vessel. Bow, midships and powered stern sections affording streamlining and strength giving features and with internal configurations conforming with those of corresponding portions of the special ship are registered therewith, inflatable tubes being compactly fitted near registering surfaces. At sea, the sections are released upon inflation of the tubes and disengagement of quick release catches thereby freeing the ship to perform its specialized function. The sections are subsequently re-combined into an auxiliary powered vessel by drawing them into alignment with the aid of winch-actuated cables and spring lines, the fending tubes being deflated as the sections are merged for rigid connection.

5 United statesrat ent 11;;

Dane, Jr. 1 51 May 15, 1973 s41 SHIP SECTIONS ADAPTED FOR 3,398,716 8/1968 Neilson ..114/235 R DXSASSEMBLY AND REE-ASSEMBLY AT 1,034,975 1 1914 Steiner.....' ..114 77 R [76] inventor: Ernest 13. Dane, Jr., 57 Tyler Road,

Belmont, Mass. 02178 [22] Filed: Dec. 14, 1970 {21] Appl. No.: 97,434

Related US. Application Data {63} Continuation of Ser. No. 754,191, Aug. 21, 1968,

abandoned.

[52] 11.8. C1. ..ll4/77 R, 114/435, 114/235 R {51] Int. Cl. ..B63b 3/02 [58} Field of Search ..l14/77 R, 77 A, 78,

114/435, 56, 65 R, 67, 235 R, 235 A, 219, v

220, 0.5 D, 201 A; 9/8 P, 2 S

[56] References Cited UNITED STATES PATENTS -3,417,721 12/1968 Vienna ..l l4/43.5 2,369,615 2/1945 Smith ....1 14/77 R 2,406,085 8/1946 Link ..9/2 S SEA Primary Examiner-Duane A. Reger Attorney-Joseph J. Alekshun and Jack Larsen [57] ABSTRACT Streamlining and powered sections for improving the mobility and strength of certain special purpose ships, and adapted for disassembly at sea and re-assembly into a powered auxiliary vessel. Bow, midships and powered stern sections affording streamlining and strength giving features and with internal configura- 8 Claims, 10 Drawing Figures SHEET 1 UF 6 IN VENTOR Emmi E. 15111113311.

AT 7' OANE Y PATENTEBHAYISjBH v 3.732840.

SHEET 3 0F 5 INVENI'OR ATTORNH PATENTED HAY] 51973 SHEET 8 OF 6 lNl/fNTOR Emmi E. EzmvjJr.

BACKGROUND OF THE INVENTION Special purpose ships are characterized by attributes emphasizing distinctive capabilities. Such capabilities may relate to speed, shape, stability, weight or any other of a number of factors more amenable to a designated application than a conventional ship. Designs accentuating specified features are often compromising in other respects. Deficiencies may be significant where thy produce configurations adversely affecting mobility or strength. For example, substantially box-like detach-' able and water-tight compartments or sections may be expedient to land loading and shipment of containerized cargo. However, the units ordinarily are not selfpropelled and have draggy surfaces that handicap indieg vidual mobility in the water. While these units may be detached from ship in the vicinity of seaports, they do not have the individual capability to transfer from points of detachment to unloading piers.

Limitations of another type of special purpose vessel are described in applicant's above referenced parent application. There, applicant discloses a deep sea min ing system employing a surface ship and mineraigathering and processing plant interconnected by a serial system of hoist pipes. The plant works the ocean bed delivering mineral slurry to the hoist pipe system for transfer to storage bins in the surface ship. Because of the ships exceptional stability against heaving, even in rough seas, the preferred embodiment of the mining system employs a Sessile or Flip" type ship, having a configuration illustrated later in some detail. A Sessile ship, though particularly adapted for the surface terminal of an undersea mining system, has a high draft that makes it too deep to float in many conventional harbors. Furthermore, the ship is too slow for transporting any great distances in its normal up-right orientation. Consequently, it may be conveyedin a horizontal arrangement, but with special propelling means for conveying it from port to a chosen mining site, possibly some hundreds or thousands of miles away.

In a horizontal orientation, however, the Sessile ship poses other problems. Herflat top presents a resistive It is another object of his invention to provide streamlining, strengthening and propelling means for such a ship that are adapted for detaching at sea.

It is a further object of his invention to provide streamlining, strengthening and propelling means that may be re-assembled into an auxiliary vessel after detachment at sea. I

These and other objects are met by streamlining bow, powered stern and strengthening midships sections adapted to register with corresponding structural surfaces of a special purpose ship. The ends of the strengthening midsection are shaped to fit smoothly with the aft-end of the bow section and the fore-end of frontal surface opposing motion in the sea. Secondly,

it has a relatively weak stem section at midships that might fail under bending stresses produced by wave ac tion along a course to the mining site. Thus, while many ofits characteristics make the ship attractive for mining purposes, others constitute limitations to mobility and strength that are especially significant over long transport distances associated with that-role.

an object of his invention, to provide means for improving the mobility and strength of such ships.

l t e di posed between the secti the stern section to accommodate the joining of the sections in the assembly of the auxiliary vessel. Inflat able tubes are compactly fitted between internal surfaces of the sections and opposing areas of the special purpose ship. Upon expansion, the tubes develop powerful forces for urging the sections to separate at sea, and also provide fending action to protect the sections during disengagement and recombination into an auxiliary vessel. Simultaneously and quickly releasable catches between the sections and the special purpose ship permit the separating forces to be released concurrently. Winched cables and spring lines coordinated with alignment cones are'dis'pos'ed' about ju'nctions'to' aid in the alignment of the sections for fecombination'.

inflating the tubes and releasing the holding catches of each section. Separation is completed by drawing the sections away from the ship. The sections are subsequently joined individually. Drawing cables and spring The sections are merged by the action of winches and guides into progressively improving alignment, while the inflated tubes fend blows between the sections caused by ocean waves. Combining sections are brought into final alignment whereupon the tubes are deflated and the junction secured to form an auxiliary vessel for further utilization at sea.

DESCRIPTION OF DRAWINGS The above and other features of the invention will become more apparent from the following-detailed description taken in the contextual application of a Sessile ship with attached mining plant as shown in the accompanying drawings, of which:

FIG. 1 is a distant vertical view of the sections combined with an outbound Sessile ship conveying the reference mining plant to a distant mining site.

FIG. 2 is the top view of the combined ship of FIG. 1 illustrating more detail in subject sections and the Sessile ship. I

FIG. 2A is a side view of the streamline ship of FIG. 2.

FIG. 2B is an enlarged view of a portion of the secured junctions of FIG. 2A between the Sessile ship's top and the bow and mid-streamline sections.

FIG. 2C is an enlarged view of the junction of FIG. 28 between the Sessile ship's top and the bow streamline section upon detachment.

FIG. 2D is an enlarged view of a partially inflated 2 "tube. between the-Sessile ship's stern section and the midstreamline section of FIG. 2 upon their detach- 'ment.

FIG. 3 illustrates the removal of the mid-streamline section from the Sessile ship of FIGS. 2 and 2A.

7 of FIGS. 2 and 2A in its vertical orientation.

FIG. A illustrates the bottom dump hatches of the ore bins in the ship of FIG. 5.

PREFERRED EMBODIMENT Special purpose ships probably admit to few generalizations regarding configuration or character. While the principles of the invention may apply to any num ber of ships requiring structural strengthening, improved drag profiles, or propulsion, or any combination of same for open sea journeys, a contextual focus is offerred by the Sessile shipof applicantsparentapplication and the role it serves in conveying a deep sea mining plant to a selected distant mining site. The Sessile ship in its horizontal orientation requires improvement in all three of the above respects.

Accordingly, FIG. 1 presents a distant vertical view of the mining system at sea. Shown in Sessile ship 100 in a horizontal orientation having a flat top desk 120 that ordinarily poses considerable drag to motion as is apparent from later FIG. 5 illustrating the ship'alone.

ii-The Sessile ship with top deck 120 streamlined by bow section 20 further comprises stem 140 terminated by conical shells 130 and'150 bounded by strengthening midsection 40. The normal bottom 180 of the ship is cylindrical and holds mining plant 300 secured thereto. The combined ship has a powered stern section 60 at its bottom 180. All equipment for the mining operation is stored on board except for buoyant hoist pipes 200 that are towed asa raft by sea going tug 85.

Details of the streamlined Sessile ship are better illustrated in the top and side views of FIGS. 2 and 2A, respectively. Referring to FIGS. 2 and 2A, top 120 of the Sessile ship comprises a cylindrical steel plated shell 120 of the radius r terminated by upper deck 120a and lower deck 12Gb. Bow streamlining section 20 has the structure of the bow of a conventional ship. It comprises a smooth steel plated shell bounded by steam 15 and aft end 25. Bow section contains a plurality of watertight transversing bulkheads 21 including rear bulkhead 21a in proximity with aft end 25, one or more ballast tanks 19 and pumps for attitude stabilization.

Aft end 25 largely covers upper deck 1200 so as to reduce materially the draggy frontal surface the deck offers to the sea.

Stem section 160 of ship is a cylindrical shell of radius 5 bounded by two widening conical shells 130 and with a slope of about 45. Radius s is appreciably less than radius r of the top. Cone 150 has additional thickness as it is submerged when the ship is erected along the vertical. Cone 130 merges into cylindrical shell 130a of radius s, where r s, the latter terminating into lower deck I20b of the top.

Stem section is strengthened by streamline mid section 40 having fore and aft ends 45 and 47, respectively. Referring briefly also to FIGS. 3 and 4, the external cross-section of midsection 40 has arcuate or rounded bottom and approximately vertical walls which" may also slant outward slightly within thi s'specification. Ends 45 and 47 of the midsection are secured to adjacent areas of stem section 160 and top deck I20 and bottom by means to be described shortly. Aft end 47 has a curved cut-out 470 as is necessary to allow -the walls to meet with cone I50. The shape of fore end 45 conforms with that of aft end 25 of the bow section so the two may fit smoothly in the subsequent assembly of the auxiliary vessel. Midsection 40 is equipped with transversing bulkheads 41, including fore end and aft end bulkheads 41a and 4112, respectively, ballast tanks and watertight compartments 39, and pumps. The tanks help control the draft and also provide means for listing the midsection when it is later slid-out from under stem section 160 in a manner to be described. The water-tight compartments contribute buoyancy to the midsection.

Bulkheads 41 of midsection 40 conform with the ocean side shape of p the stem section 160 without pinching it. They are covered by an interior structure of the midsection comprising water tight internal lining 40a shown in FIG. 4 which loosely nestles the ocean side of the stern section and is separated at the top from the exterior shell of the midsection by deck 44. The loose relationship between the lining and the stem section affords sufficient clearance so as not to interfere with the sliding out of the midsection and its inflated tubes from under the stem section. The close relation between the stem section and the water-tight lining maximizes the available air space in the midsection which contributes to the self-buoyancy needed to allow it to float independantly upon detachment.

The bottom oflining 40a is outlined with dashed lines in FIG. 4 and generally follows the ocean side shape of the steam section. It includes recesses with crosssections that are semicircular to follow the ocean side shape of stem 140 and cylindrical shell 130a. and semi conical to follow the ocean side shape of conical shells 130 and 150. The lining terminates into fore end and aft end bulkheads 41a and 41b, respectively. Above a horizontal plane through the longitudinal axis of the stem 140 or the Sessile ship, the bottom of lining 40a merges into vertical side-walls that may be slightly outward sloping so as to avoid pinching the stem section. This mergence is illustrated by the dashed lines of FIG. 4 but may not be visible because of the tangency of the semi-circular and semi-conical surfaces with the vertical side-walls. The lining may offer support to the stern section if needed. However, the principal structural strengthening and support of the stem section is supplied by the rigid outer shell of the midsection which is secured at its ends to adjacent areas of the Sessile ship as is shown in FIG. 2A.

Bottom 180 of ship 100 is cylindrical with radius r. It is provided with propeller drives 181 spaced 90 apart which are utilized when the ship is erected. Bottom 180 is terminated by circular plate 180a and joins stern section 60. Except for curved protrusion 670 at its fore end, stern section 60 has the construction basically of a typical ship. It has a water-tight steel plated shell, bulkheads 61, including forward bulkhead 61a, which follows the contour of protrusion 67a, ballast tanks 59 and pumps, and a power plant 71 for driving the entire ship to the mining site. The stem has bridge deck 73 for navigation and active anti-roll fins 75 for stabilization. For end 67 of the stern is shaped to fit smoothly with aft cud 4'7 of midsection 43, with eater sion 67:: curved to till the opening of cutout 470.

THE JUNCTIONS The various junctions between the ship and sections 20, 40 and operatively coordinated 60, are separable wtween aft-end 25 of bow 20 and upper deck 1200 of and secured by a series of removable bolts and motoractivated catches adapted for quick and uniform release. Each junctionalso contains one or more strong inflatable tubes, which when inflated. develop a separating force urging separation between the corresponding section and the ship. After arriving utthe mining site. the sections are freed one at a time. Bolts securing each section are first removed as rapidly as possible and the tubes are then inflated to a high pressure. The junctions between the detachable sections and the ship remain secured by the catches. When the catches of a section are released in unison, the inflated tubes urge the sections to separate from the ship with appreciable velocity in a very short time. The separating forces thus generated by the tubes reduces the long time interval that would otherwise be required to accelerate the heavy sectionsfrom rest and away from the ship. The more rapid and clean separation afforded by the tubes and catches minimizes the risk of collision between the free structures. The tubes also cushion any inadvertent collision that may occurbetween the freed structures. Details of the junctions between the sections and ship are next discussed.

STREAIVILINED BOW AND SHIPS TOP Reference is now made to the separable junction beship 100 shown in FIGS. 2 and 2A, and a portion of the junction illustrated in more detail in FIG. 2B. Aft-end 25 materially covers deck 120a thereby reducing its resistance to passage in the sea, with aft bulkhead 21a opposing deck 120a and separated therefrom by spacing 27. Although exaggerated in size for clarity, spacing 27 is small enough, say about 12 cm., to permit bulkhead 21 to be joined to deck 120a by a number of removable bolts 109. Affixed to the supporting area provided by bulkhead 21a and compactly fitted in spacing- 27 is inflatable half toroidal tube 23, a heavy canvas of nylon reinforced rubber, whose function has been described. The junction is also equipped with two sets of three or so alignment cones disposed to mate when the junction is properly aligned and secured. A set of male cones is located along bulkhead 21a, for example along its top and bottom, and a corresponding set of female cones is located in upper deck 120a. FIG. 2B illustrates one such male cone 29 of bulkhead 21a mated with female cone 119 of deck 1200, when the bow and the ship's top are properly aligned and secured during initial construction. As is also shown in FIG. 2B and as shortly discussed, the set of male cones 29 is in spatial correspondence with still another set of female cones 43 on fore-bulkhead 41a of midsection 40. These likeiviseare located to mate with male cones 29 when aftend 25 and midsection 40 are properly aligned forjoining together after they have been respectively freed from ship 100 at sea.

In addition to removable bolts 109, the junction between bow section and the ship is secured by a plurality of quick release catches 110 adapted to release the securement essentially in unison. As is best illusclamp 107 is fastened to steel post 113 running between upper and lower decks 120a and 1201). The three posts associated with the catches also strengthen top 120. Clamp 107 has flattened jaws 107athat firmly grasp cable I05a. Jaws 107a are driven by gearing 107b coupled to drive motor 107('. Once catch H0 is engaged as in FIG. 28, it is released by opening jaws 107a. Motors 1070 of the catches of a junction are coupled to a common bus line so that corresponding clamps are released together.

FIG. 2C illustrates the junction of FIG. 28 when it is being detached at sea. As shown, bolt 109 is already removed and catch 110 is released by opening jaws 107a. Tube 23 is already in a partially inflated condition being supplied a volume of highly compressed air produced by compressor 23b and stored in air reservoir 23a illustrated in the box section of FIG. 4, and fed to the tube through valve 23c of FIGS. 4 and 2C. Tube 23 forces against upper deck 120a thereby generating a separating force between bow section 20 and top 120. Half-toroidal tube 23 exerts the separating force over an appreciable portion of deck 120a.

CENTER OF SESSILE SHIP AND MIDSECTION Referring again to FIG. 2A, midstreamlining section trated in FIG. 2B, catch 110 comprises powered winch containing steel cable 1050 that crosses spacing 27 and terminates in clamp 107. Cable $0511.. passes;-

through stufting'boxes 2?: and Zli'Su bounding apertures in the apexes of male and female alignment cones 29 and 119. Each winch and clamp of catch is firmly attached to a sturdy structural member. Thus,

Fore-end 45 is secured to lower deck 1202) by a number of removable bolts 109 that cross a small spacing. The

junction is further held by quick release catches 110,

which are a slightly modified version of catches 110 previously described. These interconnect fore-end 45 with lower deck b and cylinder 1300. The small spacing between the face of forward bulkhead 4L? lower deck 120b is exaggerated in FIG. 2A. Bulkhead 41a contains a set of female alignment cones of like number to male cones 29 in bulkhead 21a, which merge when the two sections are joined. I

Such correspondence and construction of catches 110 are illustrated in FIG. 2B. A typical female cone 43 in bulkhead 41a corresponds spatially with a male cone 29 in bulkhead 21a. It receives cable 105a that passes through its apex and stuffing box 430 One end of cable 105a is bolted to steel post 113 and the other end terminates into a motor operated clamp 107 as previously described. It is noted that catch 110' differs from catch 110 in that it has no winch 105. The winch is placed in catch 110 because it is used to draw mid streamline section 40 to bow section 20 during assembly of the surface vessel. During this operation cable 105a of catch 110 is passed through female cone 43 and terminated into clamp 105 of catch 110'. Catch 110 thus requires no winch for the assembling procedure. Slack in cable 105a is taken up by turnbuckle 1051). Operations of motors 107a of catches 110' in fore end 45 are coordinated through connection with a common bus line for simultaneous release of the catches. Although not shown in FIG. 2B, aft end bulkhead 41b is also equipped with an identical set of female cones. These, however, are aligned with male cones in forward bulkhead 61a of stem section 60 and aid in the alignment of midsection 40 and stern section 60 in the construction of the surface vessel.

-lnflatahle tubes are also used in midsection as. but

' serted between the lining and conical shells I30, I50

and cylindrical shells a. 140, two of such tubes being illustrated in FIG. 2A. They are inflated when it comes time to separate midsection 40. In FIG. 2D, the process ofinflation of tube 49 and its forcing-up against the stem section is illustrated by the expanding devel- STREAMLINE STERN SECTION AND Sl-IIPS BOTTOM The central miner 300 that gathers ore from the ocean floor is clamped to bottom 180 of the ship during the preliminary voyage. The lower portion of the miner protrudes out bottom I80 and rides in stern section 60. Bottom surface 180a is a circular plate having a large aperture disposed about the longitudinal axis of ship 100 through which the miner fits. Forward bulkhead 61a of stem section 60 also has a large center opening for accommodating the miner.

Registered against bottom surface plate 1800 is an arcuate steel rim 183 that extends outward. The rim conforms to the shape of fore end 67 of stem section 60. Fore end 67 is secured to rim 183 by numerous removable bolts 109. Three or four quick release catches 110 of the kind described are also employed to hold the junction. Powered winches 105 of the catches are mounted on bulkhead 61a and their cables 105a pass through a like number of male alignment cones of the kind built into bulkhead 21a. The cones (not shown) are in spatial alignment with female cones mounted on rear end bulkhead 41b of midsection 40. The male and female cones permit midsection 40 and stern section 6 to be properly lined up when they are joined in the subsequent assembly of the surface vessel.

Although exaggerated in FIG. 2A, the spacing be tween surface plate 180a and forward bulkhead 61a is small, say about five inches. Compactly inserted in this spacing is deflected half toroidal tube 63 attached to bulkhead 61a. When inflated, it projects outward about two meters providing a separating force and fendering action between stern section 60 and bottom 180 that aids in the disassembly of the two structures.

DISASSEMBLY OF THE STREAMLINE SECTIONS When over the mining site, the ship holds station while personnel prepare for disassembling the streamline sections. The sections are removed one at a time in reasonably calm seas. Personnel remove bolts 109 between bow section 20 and top 120. A powered launch originally stored on board and the streamlined ship proceeds to a position in front of the bow section and receives a tow line from the section. The launch proceeds forward and maintains the line taut. Meanwhile tube 23 is inflated to a high pressure as represented in FIG. 2C. Personnel in the launch are then instructed to throttle to full power so the line is at maximum strain. Allcatches I are then released. The combined separating effect of inflated tube 23 and the pull of the launch causes the two structures to disjoin. They may collide inadvertently one'or more times before the bow is cleared but tube 23 cushions the blows.

so that fore end 67 and rim 183 are partially disconnected. Tube 63 is inflated. Just prior to release of the catches, power plant 71 reverse propels the stem. The drive motors of all catches I10 are activated simultaneously and stem section 60 is freed from bottom 180.

- Inflated tube 63 protects both structures from collision.

r The overriding tow of thelaunch causes bow section 26 At this point, only midsection 40 remains affixed to Sessile ship 100. It provides more difficult to free. Disassembly commences by inflating tubes 49' to a high pressure as represented in FIG. 2D. Selected ballast tanks of midsection 40 and inside bottom 180 of ship' 100, to be later described, are filled with sea water so as to cause the ship to list to an angle of about The motored launch then proceeds to the opposite side of the ship and tow lines are fastened between it and the various points around the bottom of the midsection. The motored launch is ordered to proceed at full tow and midsection 40 is pulled out athwartships as illustrated in FIG. 3. The fact that stem section of the ship has conical ends makes this process easier than it would otherwise be.

Once detached, the three streamline sections are coupled together by long tow lines until conditions are right for their reassembly into the auxilliary vessel. With strong watertight bulkheads, the sections may float independently for days. The aft end of stem section 60 is faced upward and the drive of tlie sterns propellers keeps the coupled sections on station until the weather sufficiently ameliorates for the linkup. Personnel in the ship then proceed to fill the remainder of the ballast tanks in bottom so that the ship slowly erects along the vertical. When this process is completed, ship 1%) assumes a verticai orientation as is shown in FIG. 5 over the mining site.

CONSTRUCTION OF THE SURFACE VESSEL When the seas are sufficiently calm, construction of the surface vessel begins. The sequence of assembly isto first join stern section 60 with aft end 47 of midsec tion 40. The incomplete vessel is then combined with bow section 20. The structures are first brought close enough together so that the cables in quick release catches llll'may be used to finally draw them together. Specifically, powered stern section 60 is driven close to aft end 47 of midsection 40. Cables 1050 from quick release catches 110 of stem section 60 are passed through corresponding female cones in bulkhead 41b and bolted to the midsection. It isrecalled that each cable 105a passes through a male cone in bulkhead 6laof the stern section. Thus, each female cone is kept in spatial alignment with an opposing male cone by means of a cable 105a. Each powered winch 105 in stem section 60 is then driven to draw its cable thereby closing the separation between the two structures. Vertical and horizontal spring lines are coupled between the two sections to improve control over their vertical and angular alignment. Alignment is also refined by trimming ballast tanks in the two sections. Eventually the sections are close enough so that the face of aft end bulkhead 41b contacts tube 63. The tube is slowly deflated while winches I05 continue to take up slack. The two structures finally merge, fore end 67 of stem 60 contacting aft end 47 of midsection 48, with protrusion 67a covering cutout 47a. The junction is then secured by removable bolts. The incomplete vessel is then maneuvered so that fore end 45 of midsection 40 approaches aft end 25 of box 20.

To detail further the manner of assembling the surface vessel, the construction of the bow section to the incompleted vessel is next described with the aid of FIG. 4. In FIG. 4, bow section 20 and midsection 40 are shown already close together and in substantial alignment. Bow 20 is kept on station by tow line 13 connected to the launch. Cables 105a in catches 110 secured to bulkhead 21a and passing through male cones 29 are coupled through corresponding female cones 43 on bulkhead 41a. The ends of the cables are bolted to.

midsection 40. The two structures are also coupled by two sets of spring lines. Horizontal spring lines 15a extend crossswise from capstans 51 on bulkhead 21a to opposite sides of the top of bulkhead 410. One vertical spring line vertical spring line 15b is coupled from Windlass 17 on the deck of tow 20 to the bottom of bulkhead 41a while'another vertical lineSla is coupled from capstan 51 on bulkhead 41a to the bottom of bulkhead 21a. 1

The structures are merged by operation of winches 105 on bulkhead 21a previously illustrated in FIG. 28. Bow section and midsection capstans 51 and windless l7 and periodically driven to make any necessary adjustments in the vertical or angular alignment. Ballast tanks are trimmed as required. Eventually, tube 23 gresses against bulkhead 41a. The tube is slowly deated while winches 105 take up slack. The two structures eventually come together, male alignment cones 29 fitting into female cones 43. The structures are then locked by removable bolts.

After assembly, the auxiliary vessel proceeds back to port for Jumboizing of its hull and is otherwise equipped for service as an ere freighter.

THE SESSILE SHIP flooding of internal ballast tanks. The up-righted Ses-- sile ship is shown in FIG. linked with motor launch and pipe sections 200. Features ofthe Sessile ship next are high-lighted to describe the nature and typical dimensions of the special purpose ship with which the invention has been disclosed in its preferred embodiment.

As illustrated in FIG. 5, the Sessile ship contains mul tiple levels of decks 125a through 125g and ore bins 175. Some decks 125a through 125a contain drums 127', 129', 131, 133, 137 holding cables 127, 133, 137 extending down central well 121, or out hatchway 143 and through snatch blocks 147. Some of snatch blocks 147 rest on flat landings 149 that originally registered against aft bulkhead 41b of midsection 40. Decks d contain control apparatus, personnel facilities and space for a number of miscellaneous functions incidental to the operation. Fuel cells I25] on deck 125]" supply electrical power, while ballast tanks k on deck 125g cooperate with blow tanks 1550 to perform the ballasting action used to list the ship for removal of mid-section 40 and to raise the ship up-right. Circular pipe is designed to receive mined ore from the mining plant 369 after it is released from the bot- 1 tom of the Sessile shipan d mines the ocean floor. Ore from pipe 165 is released into funnel shaped binsl75. As shown in H6. 5A, a typical bin is equipped with door hatches 177 (shown open) and pumping apparatus 187 and 189 between feedline 191 and external discharge pipe 190.

SUGGESTED DIMENSIONS FOR THE SHIP The following general dimensions are recommended for the ship.

Vertical Heights or Lengths I Upper to lower decks of the Top: 2.5 meters Lower deck to cylindrical shell in stem section: 9 meters Cylindrical shell in stem section: 16 meters Vertical length of lower conic in stem section: 9 meters Bottom: 42 meters Radii Top radius (r): 12.5 meters Radius '(s') of top cylindrical shell in stem section: 10 meters Radius (s) of central cylindrical shell of stem section: 3.5 meters Radius of bottom: 12.5 meters While the invention has been described in its preferred embodiment, variations are apparent of'the principles herein disclosed. The invention responds to the particular needs of many special purpose ships in terms of strength and mobility. The designation is intended broadly to cover any ofa number of vessels having vari ous configurations and purposes. These needs may become-evident singly or in combination. Thus, some ships may require only one of the improvements of streamlining, strengthening or propulsion according to the teachings of the invention, or a combination of the three as is the case of the sessile ship discussed in the context of a preferred embodiment. Similarly, ships with other surface contours may require variations in the shape ofjunctions to provide a smooth fit, or in the shape of internal fitting members, such as bulkheads, that register with the contours of surfaces to which they are applied. Obviously, the invention is'not limited to Sessile ships or to the sample dimensions herein suggested. v

To cover these and other alternatives within the spirit of the invention, it is now defined in the appended claims.

I claim:

I. In a bow section for reducing the resistance of a special purpose ship to passage in the sea and adapted for detaching at sea and joining with a second ship section, the combination of;

a conventional ship's bow having a water-tight aftend shaped to register with said ship's surface and having a bulkhead disposed to oppose a portion of said ships surface and to be separated therefrom by a spacing, said bow including ballasting means for regulating the draft of said bow,

a plurality of coupling means adapted to engage said 66w vTiiliYziidilfiFandtvrelase said engagement essentially in unison,

an inflatable tube affixed to said bulkhead and adapted to expand across said spacing for developing a separating force between said bulkhead and said ship's surface, and

' v.whereiri said aft-end has a first set ofalignment cones said aft-end has cables adapted to pass through the respective apexes of said first and second set of alignment cones and to link-up with said second ship section and to cooperate with winches for drawing said aft-end and said second ship section together along a path merging corresponding ones of said first and second sets of cones.

2. A ship with a separable ship section comprising;

a Sessile ship in a horizontal orientation and substantially as described with a top deck having a surface resistive to passage in the sea, with a stem section generally characterized by a cylindrical shell bounded by two widening conical shells, and with a cylindrical bottom terminated by a plate,

a conventional ship's bow section having ballasting means and a water-tight aft-end registered with said resistive surface of said top deck and having a bulkhead in said aft-end opposing a portion of. said resistive surface,

a plurality of coupling means securing said registration including coupling means adapted to release essentially in unison, and

at least one inflatable tube located between said bulkhead and said portion of said resistive surface adapted to expand and develop a separating force between said bow section and said resistive surface, and fending action upon separation.

12g, 3. In combination with a Sessile ship in a horizontal orientation having a shape generally characterized by a cylindrically shaped top merging into a stern section comprising a cylindrical stem bounded by first and second widening conical shells with said first conical shell merging into said top through a cylindrical shell, and with said second conical shell merging into an elongat d cylindrical bottom, said Sessile ship fitted with a detachable ships bow section with an aft-end essentially covering said top, a detachable midsection for strengthening said stem section and combinable with said bow section comprising;

a ships midsection covering the ocean side of said stem section with first and second ends, said first end shaped to fit with said aft-end of said bow section, said first and second ends secured by means to adjacent areas of said Sessile ship near said top and said cylindrical bottom, respectively, including operatively coordinated detachable coupling means, and an internal water-tight structural lining loosely disposed about the ocean side of said stern section with sufficient clearance so as not to interfere with the sliding-out of said midsection from under said stem section, inflatable tubes interposed between said internal lining and said stem section adapted to develop separating forces between said lining and said stem section upon inflation, and said midsection further equipped with ballast tanks for listing said midsection about its longitudinal axis and to regulate its draft. 4. The ships midsection of claim 3 wherein said lining has a bottom merging at about a horizontal plane through the longitudinal axis of said Sessile ship into essentially vertical walls which may be slightly outward sloping, and wherein said bottom of said lining is shaped to conform generally with the ocean side shape v of said stem section being provided with recesses with cross-sections that are semi-circular to follow the .ocean side shape of said stem and said cylindrical shell and semi-conical to follow the ocean side shape of said widening conical shells.

5. The combined ship of claim 4 wherein said cylindrical bottom of said Sessile ship is terminated by a plate and wherein said combined ship further includes a detachable powered stern section with ballasting means joined to said bottom of saidSessile ship and comprising;

a conventional ships stern section having a watertight fore end registering with said plate shaped to mate with said second end of said midsection, said stern having a bulkhead in said fore-end opposing said plate,

controllably inflatable tubing means interposed between said plate and said opposing bulkhead of said stern for expanding upon inflation and developing a separating force between said stern section and said Sessile ship for urging their separation at sea and for providing cushioning between them upon said separation, and v means for securing said registration between said stern section and said Sessile ships bottom including operatively coordinated detachable coupling means between said fore-end of said stern section and said bottom of said Sessile ship,

whereby said stern section may propel said combined ship and may be urged to separate therefrom upon inflation of said tubing means and quick and simultaneous release of said detachable coupling means.

6. The combined ship of claim 5 where said ship sec tions are adapted for reassembly after their detachment at sea wherein said midsection and said bow section have first cooperating means for drawing said bows aft-end and said midsections first end together in merging alignment for joining after said detachment at sea, and wherein said midsection and said stern section have second cooperating means for drawing said sterns fore-end and said second end of said midsection together in merging alignment for joining after said detachment at sea.

7. The combination of claim 6 wherein saidfirst cooperating means includes first and second sets of mating cones in said bowsaft-end and said midsections first end, respectively, corresponding ones of said- I cones spatially disposed to mate when said aft and said first ends are in proper alignment, and further includes winch-activated cables adapted to pass through the apexes of corresponding ones of said cones of said first and and second set and adapted to connect said bow said midsection and draw them together along a path 5 merging corresponding ones of said cones, and wherein F said second cooperating means includes third and fourth sets of mating cones in said sterns fore-end and said midsections second end, respectively, corresponding ones of said cones spatially disposed to mate when said fore and said second ends are in proper alignment, and further in cludes winch-activated cables adapted to pass through the Fpexesbfbbrresponding ones of said cones of said first and second set and adapted to connect said stern and saidmidsection and draw them to- 'l gether along a path merging corresponding ones of said cones of said third and fourth sets.

8, A strengthening midsection for structurally strengtening a special purpose ship having a relatively thin amidships section on its ocean side and for detaching at sea and combining with a ships bow section and a ships stern section, said midsection comprising;

said amidships section including ballasting means and first and second ends shaped to fit smoothly with said ships bow and stern sections, respectively, and further including a water-tight interior structure shaped with relation to said ocean side of said amidships section so as to provide loose nestling thereof and including essentially vertical walls that may be slightly outward sloping so as to allow said midsection to be slid out from under said amidships section, means for securing said first and second ends of said midsection to adjacent areas of said special purpose ship including operatively coordinated detachable coupling means, inflatable tubes located between said midsections a ship's midsectiont'or covering. said ocean side of interior structure and said amidships section for producing upon inflation forces urging the separament of said midsection. 

1. In a bow section for reducing the resistance of a special purpose ship to passage in the sea and adapted for detaching at sea and joining with a second ship section, the combination of; a conventional ship''s bow having a water-tight aft-end shaped to register with said ship''s surface and having a bulkhead disposed to oppose a portion of said ship''s surface and to be separated therefrom by a spacing, said bow including ballasting means for regulating the draft of said bow, a plurality of coupling means adapted to engage said bow with said ship and to release said engagement essentially in unison, an inflatable tube affixed to said bulkhead and adapted to expand across said spacing for developing a separating force between said bulkhead and said ship''s surface, and wherein said aft-end has a first set of alignment cones so disposed as to be in spatial alignment for mating with a second set of alignment cones in said second ship section when said ship''s bow is in proper alignment for joining with said second ship section, and said aft-end has cables adapted to pass tHrough the respective apexes of said first and second set of alignment cones and to link-up with said second ship section and to cooperate with winches for drawing said aft-end and said second ship section together along a path merging corresponding ones of said first and second sets of cones.
 2. A ship with a separable ship section comprising; a Sessile ship in a horizontal orientation and substantially as described with a top deck having a surface resistive to passage in the sea, with a stem section generally characterized by a cylindrical shell bounded by two widening conical shells, and with a cylindrical bottom terminated by a plate, a conventional ship''s bow section having ballasting means and a water-tight aft-end registered with said resistive surface of said top deck and having a bulkhead in said aft-end opposing a portion of said resistive surface, a plurality of coupling means securing said registration including coupling means adapted to release essentially in unison, and at least one inflatable tube located between said bulkhead and said portion of said resistive surface adapted to expand and develop a separating force between said bow section and said resistive surface, and fending action upon separation.
 3. In combination with a Sessile ship in a horizontal orientation having a shape generally characterized by a cylindrically shaped top merging into a stem section comprising a cylindrical stem bounded by first and second widening conical shells with said first conical shell merging into said top through a cylindrical shell, and with said second conical shell merging into an elongated cylindrical bottom, said Sessile ship fitted with a detachable ship''s bow section with an aft-end essentially covering said top, a detachable midsection for strengthening said stem section and combinable with said bow section comprising; a ship''s midsection covering the ocean side of said stem section with first and second ends, said first end shaped to fit with said aft-end of said bow section, said first and second ends secured by means to adjacent areas of said Sessile ship near said top and said cylindrical bottom, respectively, including operatively coordinated detachable coupling means, and an internal water-tight structural lining loosely disposed about the ocean side of said stem section with sufficient clearance so as not to interfere with the sliding-out of said midsection from under said stem section, inflatable tubes interposed between said internal lining and said stem section adapted to develop separating forces between said lining and said stem section upon inflation, and said midsection further equipped with ballast tanks for listing said midsection about its longitudinal axis and to regulate its draft.
 4. The ship''s midsection of claim 3 wherein said lining has a bottom merging at about a horizontal plane through the longitudinal axis of said Sessile ship into essentially vertical walls which may be slightly outward sloping, and wherein said bottom of said lining is shaped to conform generally with the ocean side shape of said stem section being provided with recesses with cross-sections that are semi-circular to follow the ocean side shape of said stem and said cylindrical shell and semi-conical to follow the ocean side shape of said widening conical shells.
 5. The combined ship of claim 4 wherein said cylindrical bottom of said Sessile ship is terminated by a plate and wherein said combined ship further includes a detachable powered stern section with ballasting means joined to said bottom of said Sessile ship and comprising; a conventional ship''s stern section having a water-tight fore-end registering with said plate shaped to mate with said second end of said midsection, said stern having a bulkhead in said fore-end opposing said plate, controllably inflatable tubing means interposed between said plate and said opposing bulkhead of said stern for expanding upon inflation and developiNg a separating force between said stern section and said Sessile ship for urging their separation at sea and for providing cushioning between them upon said separation, and means for securing said registration between said stern section and said Sessile ship''s bottom including operatively coordinated detachable coupling means between said fore-end of said stern section and said bottom of said Sessile ship, whereby said stern section may propel said combined ship and may be urged to separate therefrom upon inflation of said tubing means and quick and simultaneous release of said detachable coupling means.
 6. The combined ship of claim 5 where said ship sections are adapted for reassembly after their detachment at sea wherein said midsection and said bow section have first cooperating means for drawing said bow''s aft-end and said midsection''s first end together in merging alignment for joining after said detachment at sea, and wherein said midsection and said stern section have second cooperating means for drawing said stern''s fore-end and said second end of said midsection together in merging alignment for joining after said detachment at sea.
 7. The combination of claim 6 wherein said first cooperating means includes first and second sets of mating cones in said bow''s aft-end and said midsection''s first end, respectively, corresponding ones of said cones spatially disposed to mate when said aft and said first ends are in proper alignment, and further includes winch-activated cables adapted to pass through the apexes of corresponding ones of said cones of said first and second set and adapted to connect said bow and said midsection and draw them together along a path merging corresponding ones of said cones, and wherein said second cooperating means includes third and fourth sets of mating cones in said stern''s fore-end and said midsection''s second end, respectively, corresponding ones of said cones spatially disposed to mate when said fore and said second ends are in proper alignment, and further includes winch-activated cables adapted to pass through the apexes of corresponding ones of said cones of said first and second set and adapted to connect said stern and said midsection and draw them together along a path merging corresponding ones of said cones of said third and fourth sets.
 8. A strengthening midsection for structurally strengtening a special purpose ship having a relatively thin amidships section on its ocean side and for detaching at sea and combining with a ship''s bow section and a ship''s stern section, said midsection comprising; a ship''s midsection for covering said ocean side of said amidships section including ballasting means and first and second ends shaped to fit smoothly with said ship''s bow and stern sections, respectively, and further including a water-tight interior structure shaped with relation to said ocean side of said amidships section so as to provide loose nestling thereof and including essentially vertical walls that may be slightly outward sloping so as to allow said midsection to be slid out from under said amidships section, means for securing said first and second ends of said midsection to adjacent areas of said special purpose ship including operatively coordinated detachable coupling means, inflatable tubes located between said midsection''s interior structure and said amidships section for producing upon inflation forces urging the separation of said midsection from said amidships section, and first means located in said first end of said midsection for cooperating with means in said bow section for drawing said midsection and said bow section in merging alignment for joining after said detachment of said midsection, and second means located in said second end of said midsection for cooperating with means in said stern section for drawing said midsection and said stern section in merging alignment for joining therewith after said detachment of said midsection. 